Flexible coupling with misalignment compensation

ABSTRACT

A flexible coupling assembly interconnects an output shaft and an input shaft. The flexible coupling assembly includes a first hub operatively coupled to the input shaft for rotation therewith. A second hub is operatively coupled to the output shaft for rotation therewith. A flexible element in the form of a coil spring interconnects the first and second hubs for transferring rotational torque between the first and second hubs while continuously compensating for axial misalignment between the first and second hubs. A retainer is disposed between the flexible element and the first and second hubs for limiting radial deflection of the flexible element during rotation of the flexible coupling. A one-way clutch is operatively coupled between the coil spring and one of the first and second hubs for transferring torque in one rotational direction while allowing the output shaft to decelerate relative to the input shaft in a direction other than the one rotational direction.

BACKGROUND OF THE INVENTION

This application is a divisional application of U.S. patent applicationSer. No. 10/720,819, filed on Nov. 24, 2003, now U.S. Pat. No. 7.070,033which claims priority to U.S. provisional application Nos. 60/428,467,filed on Nov. 22, 2002: 60/455,469, filed on Mar. 17, 2003; and60/485,664, filed on Jul. 8, 2003.

FIELD OF THE INVENTION

The invention relates to a flexible coupling for interconnecting a driveshaft of an automotive vehicle engine and a driven shaft of a drivenaccessory. More particularly, the invention relates to a connectingelement within the flexible coupling that compensates for misalignmentbetween the drive shaft of the engine and the driven shaft of the drivenaccessory.

BACKGROUND OF THE INVENTION

It is widely known in an automotive vehicle engine to transfer a portionof the engine output to a plurality of belt driven accessories utilizingan endless serpentine belt. Typically, each component includes an inputdrive shaft and a pulley coupled to a distal end of the drive shaft fordriving engagement with the belt. An example of such a belt drivenaccessory is an alternator. Increasingly, automotive vehiclemanufacturers are choosing to drive such accessories directly with anengine driven output shaft. Due to packaging constraints and buildtolerances, it is, however, not always possible or practicable toaxially align the output shaft with the input shaft of the accessory.Further, directly driving the accessory with an output shaft exposes theaccessory to vibrations associated with a running engine. Accordingly,it is desirable to provide a coupling that transmits rotational torquebetween the output and input shafts while compensating for misalignmentand vibration therebetween.

SUMMARY OF THE INVENTION

According to one aspect of the invention, a flexible coupling assemblyinterconnects an output shaft and an input shaft. The flexible couplingassembly includes a first hub operatively coupled to the input shaft forrotation therewith. A second hub is operatively coupled to the outputshaft for rotation therewith. A flexible element interconnects the firstand second hubs for transferring rotational torque between the first andsecond hubs while continuously compensating for axial misalignmentbetween the first and second hubs. A retainer is disposed between theflexible element and the first and second hubs for limiting radialdeflection of the flexible element during rotation of the flexiblecoupling.

BRIEF DESCRIPTION OF THE DRAWINGS

Advantages of the present invention will be readily appreciated as thesame becomes better understood by reference to the following detaileddescription when considered in connection with the accompanying drawingswherein:

FIG. 1 is a cross-sectional side view of a flexible coupling assemblyfor a first embodiment of the invention;

FIG. 2 is a cross-sectional side view of a second embodiment of theflexible coupling assembly including a clutch mechanism;

FIG. 3 is a cross-sectional side view of the second embodiment of theflexible coupling assembly having misaligned first and second hubs;

FIG. 4 is an exploded perspective view of the second embodiment of theflexible coupling assembly; and

FIG. 5 is a fragmentary perspective view of the second embodiment of theflexible coupling assembly.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring to FIG. 1, a flexible coupling assembly is generally indicatedat 10 for transferring torque between a drive shaft 12 and a drivenshaft 14. The drive shaft 12 receives a rotational force from an engine.The driven shaft 14 is driven by the drive shaft 12 via the flexiblecoupling assembly 10 and transfers the force generated by the engine toan engine driven accessory, such as an alternator or pump.

The flexible coupling 10 includes first 20 and second 40 hubs. The firsthub 20 is fixedly secured to a distal end of the input shaft 14. Thesecond hub 40 is fixedly secured to a distal end of the output shaft 12.The first hub 20 includes a helical first abutment surface 22 defined bya generally U-shaped channel formed in the face of the hub 20. Thesecond hub 40 similarly includes a helical second abutment surface 42defined by a generally U-shaped channel formed in the face of the hub 40and opposing the first abutment surface 22. A flexible element in theform of a helical coil spring 50 extends between a first end 52 fixedlyretained in the U-shaped channel of the hub 20 and engaged with thefirst abutment surface 22 and a second end 54 fixedly retained in theU-shaped channel of the hub 40 and engaged with the second abutmentsurface 42. The opposite ends 52, 54 of the coil spring 50 may besecured in the channels of the hubs 20, 40 by any suitable method suchas crimping, welding, screwing, or held with fasteners or a retainingclip. The coil spring 50 serves as a first interconnection between thefirst 20 and second 40 hubs. The coil spring 50 is sufficiently rigid totransfer rotational torque between the output shaft 12 and the inputshaft 14. Further, the coil spring 50 is sufficiently pliable tocompensate for axial or angular misalignment between the output 12 andinput 14 shafts.

A one-way clutch assembly 60 is coupled in series with and between thecoil spring 50 and the input shaft 14. The clutch assembly 60 includes athird hub 70 having a cylindrical body 71 extending between generallycylindrical inner 72 and outer 73 hub surfaces. The inner 72 and outer73 hub surfaces extend between opposite first 74 and second 75 ends ofthe third hub 70. The inner hub surface 72 includes a plurality ofhelical threads 76 for fixedly securing the third hub 70 to the distalend of the input shaft 14 for rotation therewith. The outer hub surface73 is stepped to include a reduced diameter portion 77. An annularflange 78 extends radially outwardly from the outer hub surface 73adjacent the first end 74. An annular surface 79 is formed in the flange78 due to the larger diameter of the flange 78 relative to the outer hubsurface 73. A helical abutment recess 80 is formed in the annularsurface 79.

The first hub 20 is rotatably coupled to the third hub 70. The first hub20 is axially aligned with the third hub 70. The first hub 20 includes abody 21 extending between generally cylindrical inner 19 and outer 23hub surfaces. The inner 19 and outer 23 hub surfaces extend betweenopposite first 24 and second 25 ends of the first hub 20. An annularinner flange 26 is formed in the first hub 20 and extends between theinner hub surface 19 adjacent the first end 24 and the reduced-diameterportion 77 of the third hub 70. An annular outer flange 27 extendsradially outwardly from the outer hub surface 23 adjacent the first end24. An annular surface 28 is formed in the flange 27 due to the largerdiameter of the flange 27 relative to the outer hub surface 23. A thirdabutment surface 29 defined by a generally U-shaped channel is formed inthe annular surface 28 generally opposing the second abutment surface 42of the second hub 40.

The clutch assembly 60 further includes a clutch spring 90 extendingbetween a proximal end 92 nestingly retained in the abutment recess 80of the third hub 70 and an opposite distal end 94. The clutch spring 90includes a plurality of helical coils 96 extending between the proximal92 and distal 94 ends. The coils 96 of the clutch spring 90 are pressedduring assembly into frictional engagement with the inner hub surface 19of the first hub 20. Preferably, the clutch spring 90 is formed from anuncoated, spring steel material and has a non-circular cross-section toimprove frictional contact. Most preferably, the cross-section of clutchspring 90 is rectangular or square.

In operation, the engine rotatably drives the output shaft 12. Thesecond hub 40 rotates with the output shaft 12. The coil spring 50transfers rotational torque from the second hub 40 to the first hub 20.The inner hub surface 19 grippingly or brakingly engages at least one ofthe coils 96 of the clutch spring 90 as the first hub 20 acceleratesrelative to the third hub 70. The braking engagement between the innerhub surface 19 and at least one of the coils 96 of the clutch spring 90causes the plurality of coils 96 to expand radially outwardly againstthe inner hub surface 19 until all of the coils 96 are brakingly engagedwith the inner hub surface 19. With the clutch spring 90 fully brakinglyengaged with the inner hub surface 19, rotation of the second hub 40 isfully directed toward rotatably driving the first hub 20 and the inputshaft 14. Additionally, centrifugal forces help to retain the clutchspring 90 in braking engagement with the inner hub surface 19. Alubricant may be used to minimize wear between the coils 96 and theinner hub surface 19 during relative rotational movement between thefirst 20 and third 70 hubs, while maintaining a certain minimumcoefficient of friction which is required to transfer torque between thefirst 20 and third 70 hubs.

When the second hub 40 decelerates with the output shaft 12 of theengine, the coil spring 50 causes the first hub 20 to decelerate withthe second hub 40. The third hub 70, driven by the inertia associatedwith the rotating mass of the input shaft 14 and anything fixedlysecured to the input shaft 14 within the engine driven accessory,“overruns” or continues to rotate at a higher speed than the first hub20. The higher rotational speed of the third hub 70 relative to thefirst hub 20 tends to radially contract the plurality of coils 96 of theclutch spring 90 relative to the inner hub surface 72 of the third hub70. The braking engagement between the clutch spring 90 and the innerhub surface 19 is relieved to allow the third hub 70 to overrun thefirst hub 20. The plurality of coils 96 remain, however, frictionallyengaged with the inner hub surface 19 while the first hub 20 deceleratesrelative to the third hub 70. The plurality of coils 96 brakinglyre-engage the inner hub surface 19, as described above, when the firsthub 20 re-accelerates with the second hub 40 and the output shaft 12beyond the speed of the third hub 70. Due to the transfer of torquebetween the first 20 and second 40 hubs by the coil spring 50, theclutch spring 90 cycles in and out of braking engagement with the innerhub surface 19 of the first hub 20 in response to the cyclicalacceleration and deceleration, respectively, of the output shaft 12relative to the input shaft 14.

It should be appreciated that the clutch assembly 60 can be any suitablevariety of one-way clutch assemblies known by those of ordinary skill inthe art to allow the transfer of torque between the first 20 and second40 hubs in one direction driven by the engine and to allow the first hub20 to decelerate relative to the third hub 70. It should also beappreciated that the clutch 60 may be coupled to either the output shaft12 or the input shaft 13. It should further be appreciated that the coilspring 50 can be of any suitable type of flexible element that issufficiently rigid to transfer torque between the output 12 and input 14shafts and at the same time is sufficiently pliable to compensate foraxial or angular misalignment between the output 12 and input 14 shafts.

Referring to FIG. 2, a second embodiment 100 of the present invention isillustrated. A ring-shaped first retainer, generally shown at 136, isseated within the first annular slot 118. The first retainer 136includes a J-shaped cross section defined by a third inner wall 138, athird outer wall 140 and a third connecting wall 142 extending radiallytherebetween. The third inner wall 138 is adjacent to the first innerwall 120. The third outer wall 140 is adjacent to the first outer wall122. The third connecting wall 142 extends between a first hub surface144 adjacent to the first connecting wall 124 and a first abutmentsurface 146. The first abutment surface 146 is helically ramped relativeto the first hub surface 144. The first retainer 136 and the first hub116 are keyed or fixedly secured to each other to prevent relativerotation of the first retainer 136 relative to the first hub 116.

A ring-shaped second retainer, generally shown at 148, is seated withinthe second annular slot 128. The second retainer 148 includes a J-shapedcross section defined by a fourth inner wall 150, a fourth outer wall152 and a fourth connecting wall 154 extending radially therebetween.The fourth inner wall 150 is adjacent to the second inner wall 130. Thefourth outer wall 152 is adjacent to the second outer wall 132. Thefourth connecting wall 154 extends between a second hub surface 156adjacent to the second connecting wall 134 and a second abutment surface158. The second abutment surface 158 is helically ramped relative to thesecond hub surface 156 and generally opposes the first abutment surface146. A relief surface extends between first and second ends of thesecond abutment surface 158. The second retainer 148 and the second hub126 are keyed or fixedly secured to each other to prevent relativerotation of the second retainer 148 relative to the second hub 126.

A torque spring, generally shown at 160, extends between the first 146and second 158 abutment surfaces for transferring torque between thefirst 116 and second 126 hubs. The torque spring 160 includes a firstend 162 seated along the first abutment surface 146 and a second end 164seated along the second abutment surface 158. The first end 162 is bentand extends into a corresponding slot (not shown) formed in the firstretainer 136 to prevent relative rotation of the first end 162 relativeto the first retainer 136. Similarly, the second end 164 is bent andextends into a corresponding slot (not shown) formed in the secondretainer 148 to prevent relative rotation of the second end 164 relativeto the second retainer 148. The torque spring 160 include a plurality ofcoils 166 extending helically between the first 162 and second 164 ends.The torque spring 160 also isolates the driven shaft 114 from vibrationsassociated with the rotation of the drive shaft 112 or vice versa.

Bushings 184, 186 are disposed between the first 116 and third 172 hubsto minimize friction during relative rotation of the first hub 116relative to the third hub 172. Alternatively, ball bearings may be usedinstead of the bushings 184, 186.

The plurality of coils 182 is pressed during assembly into frictionalengagement with first inner wall 120 of the first hub 116. The pluralityof coils 182 is wound helically between the proximal 178 and distal 180ends so that displacement of the proximal end 178 relative to the distalend 180 in a driven direction causes the plurality of coils 182 toexpand radially outwardly against the first inner wall 120. Displacementof the proximal end 178 relative to the distal end 180 in an oppositedirection causes the plurality of coils 182 to contract radiallyinwardly from the first inner wall 120.

Preferably, the clutch spring 176 is formed from an uncoated, springsteel material. Most preferably, the cross-section of each of theplurality of coils 182 is rectangular or square to improve frictionalcontact with the first inner wall 120. The cross-section of each of theplurality of coils 182 may, however, be non-rectangular. A lubricant maybe applied between the clutch spring 176 and the first inner wall 120 tominimize wear during relative rotation of the first hub 116 relative tothe clutch spring 176.

In use, acceleration of the drive shaft 112 in the driven directioncauses the third hub 172 to accelerate relative to the first hub 116.The displacement of the proximal end 178 with the third hub 172 relativeto the distal end 180 in the driven direction tends to expand theplurality of coils 182 radially outwardly against the first inner wall120. The plurality of coils 182 of the clutch spring 176 grips the firstinner wall 120 so that torque is transferred from the third hub 172 tothe first hub 116 by the clutch spring 176. The first hub 116 rotateswith the third hub 172 in the driven direction. Torque from the firsthub 116 is transferred to the second hub 126 by the torque spring 160.The driven shaft 114 rotates with the second hub 126.

The plurality of coils 166 of the torque spring 160 may expand radiallyoutwardly toward the third 140 and fourth 152 outer walls. The radialexpansion of the plurality of coils 166 of the torque spring 160 may bedue to rotational displacement of the first end 162 relative to thesecond end 164 or to centrifugal forces, particularly at high rotationalspeeds. The radial expansion of the plurality of coils 166 of the torquespring 160 is limited by contact of the plurality of coils 166 with thethird 140 and fourth 162 outer walls.

Deceleration of the drive shaft 112 relative to the first hub 116rotatably displaces the distal end 180 of the clutch spring 176 relativeto the proximal end 178 and the third hub 172 in an opposite directionfrom the driven direction. The plurality of coils 182 contracts radiallyinwardly relative to the first inner wall 120, which causes theplurality of coils 182 to lose grip with the first inner wall 120.Momentum associated with the first hub 116, the torsion spring 160, thesecond hub 126, the first retainer 136 and second retainer 148, thedriven shaft 114 and any rotating mass attached to the driven shaft 114allows the driven shaft 114 to rotate at a higher speed than or“overrun” the drive shaft 112. Acceleration of the drive shaft 112relative to the driven shaft 114 in the driven direction causes theclutch spring 176 to re-grip the first inner wall 120 so that torquefrom the drive shaft 112 is transferred to the driven shaft 114, asdescribed above.

It should be appreciated that the torque spring 160 is sufficientlyrigid to transmit torque between the first 116 and second 126 hubs. Atthe same time, the torque spring 160 is sufficiently pliable toaccommodate a predetermined amount of axial misalignment, wherein thefirst 117 and second 127 axes are either non-parallel or parallel andnon-coaxial. The torque spring 160 can also accommodate relative axialdisplacement between the first 116 and second 126 hubs.

Referring to FIG. 3, a third embodiment 200 of the present invention isillustrated. A decoupler mechanism 230 as described previously isoperatively coupled between the first 116 and second 118 discs to allowthe driven shaft to overrun the drive shaft 212. The decoupler mechanismincludes a first hub 232 and a second hub 234. The second hub 234extends between opposite and cylindrical inner 231 and outer 233 hubsurfaces. The first hub 232 is fixedly secured to the driven shaft. Thesecond hub 234 is rotatably coupled to the first hub 232.

A retainer ring 235 is rotatably coupled to the inner hub surface 231 ofthe second hub 234. A torsional spring 236 extends between a first endfixedly secured to the first hub 232 and a second end fixedly secured tothe retainer ring 235 for transferring torque between the first hub 232and the torsional ring 235. A one-way clutch spring 242 extends betweena proximal end fixedly secured to the retainer ring 235 and a distalend. The clutch spring 242 includes a plurality of coils 248 expandedradially outwardly with the inner hub surface for frictional engagementtherewith.

An interface ring 237 fixedly interconnects the second disc 218 to theouter surface 233 of the second hub 234. More specifically, the outerhub surface 233 includes a plurality of stepped protrusions 221 thatextend radially outwardly therefrom. The interface ring 237 includes aplurality of abutment edges 223 that correspond to the plurality ofstepped protrusions 221. The interface ring 237 extends around secondhub 234, such that the plurality of abutment edges 223 engage theplurality of stepped protrusions 221 to prevent rotation of theinterface ring 237 with respect to the second hub 234. Preferably, theinterface ring 237 is allowed to slide axially with respect to thesecond hub 234 to help accommodate axial misalignment between the drive212 and driven shafts. The interface ring 237 includes at least one slot225 formed therein and the second disc 218 includes at least one leaf227 corresponding to the slot 225 min complementary fit. The leaf 227projects axially from the second disc 218 and engages the correspondingslot 225 for rotatably securing the second disc 218 with respect to thesecond hub 234. Preferably, the interface ring 237 is formed fromplastic to prevent metal-to-metal contact between the second disc 218and the second hub 24.

Referring to FIG. 4, a first disc 216 is fixedly secured to the driveshaft 212 and the second disc 218 is fixedly secured to the drivenshaft. First disc 216 and second disc 218 are optionally identical tominimize part count. Each disc 216, 218 has an outer ring 222 and aninner hub 224. The inner hub 224 has a cup shape. The inner hub 224 isconnected to the outer ring by two diametrically opposed tabs 226.

A connecting element 220 interconnects and transfers torque between thefirst 216 and second 218 discs. The connecting element 220 is generallyring shaped wave spring and has at least two peaks 250 and two valleys252. The connecting element 220 is fixedly secured to the first 216 andsecond 218 discs, respectively, by rivets, welding or the like. Thecontact point between the connecting element 220 and each of the firstand second discs 216, 218 is at a diameter 900 relative to the tabs 226.

In operation, the drive shaft 212 is rotated by the engine in a drivendirection. The first disc 216 rotates with the drive shaft 212. Thesecond disc 218 rotates with the first disc 216 via the connectingelement 220. The second hub 234 rotates with the second disc 218.Rotation of the second hub 234 in the driven direction relative to theretainer ring 235 causes the coils 248 of the clutch spring 242 toexpand radially outwardly toward and grip the inner hub surface 231,such that the retainer ring 235 rotates with the second hub 234. Thetorsional spring 236 transfers torque from the retainer ring 235 to thefirst hub 232, so that the first hub 232 and the driven shaft rotatewith the retainer ring 235. When the drive shaft 212 deceleratesrelative to the driven shaft, the clutch spring 242 contracts withrespect to the inner hub surface 231. The clutch spring 242 releases andslips relative to the inner hub surface 231, which allows retainer ring235 and, ultimately, the driven shaft to overrun or continue to rotateat a higher speed than the drive shaft 212.

Referring to FIG. 5, a fourth embodiment 300 of the present invention isillustrated. The flexible coupling assembly 300 includes a generallycylindrical first hub 316 that is adapted to be fixedly secured to thedrive shaft 312 for rotation therewith about a first axis 317 defined bythe drive shaft 312. The first hub 316 includes a first annular slot318. The first annular slot 318 has a cross section defined by a firstinner wall 320, a first outer wall 322 and a first connecting wall 324extending radially therebetween.

A second hub 326 is adapted to be fixedly secured to the driven shaft314 for rotation therewith about a second axis 327 defined by the drivenshaft 314. The second hub 326 includes a second annular slot 328. Thesecond annular slot 328 has a cross section defined by a second innerwall 330, a second outer wall 332 and a second connecting wall 334extending radially therebetween.

A ring-shaped first retainer 336 is seated within the first annular slot318. The first retainer 336 includes a cross section defined by a thirdinner wall 338, a third outer wall 340 and a third connecting wall 342extending radially therebetween. The third inner wall 338 is adjacent tothe first inner wall 320. The third outer wall 340 is adjacent to thefirst outer wall 322. The third connecting wall 342 extends between afirst hub surface 344 adjacent to the first connecting wall 324 and afirst abutment surface 346. The first abutment surface 346 is helicallyramped relative to the first hub surface 344. The first retainer 336 andthe first hub 316 are keyed or fixedly secured to each other to preventrelative rotation of the first retainer 336 relative to the first hub316.

A ring-shaped second retainer 348 is seated within the second annularslot 328. The second retainer 348 includes a cross section defined by afourth inner wall 350, a fourth outer wall 352 and a fourth connectingwall 354 extending radially therebetween. The fourth inner wall 350 isadjacent to the second inner wall 330. The fourth outer wall 352 isadjacent to the second outer wall 332. The fourth connecting wall 354extends between a second hub surface 356 adjacent to the secondconnecting wall 334 and a second abutment surface 358. The secondabutment surface 358 is helically ramped relative to the second hubsurface 356 and generally opposes the first abutment surface 346. Arelief surface extends between first and second ends of the secondabutment surface 358. The second retainer 348 and the second hub 326 arekeyed or fixedly secured to each other to prevent relative rotation ofthe second retainer 348 relative to the second hub 326.

A torque spring 360 extends between the first 346 and second 358abutment surfaces for transferring torque between the first 316 andsecond 326 hubs. The torque spring 360 includes a first end 362 seatedalong the first abutment surface 346 and a second end 364 seated alongthe second abutment surface 358. The first end 362 is bent and extendsinto a corresponding slot (not shown) formed in the first retainer 336to prevent relative rotation of the first end 362 relative to the firstretainer 336. Similarly, the second end 364 is bent and extends into acorresponding slot (not shown) formed in the second retainer 348 toprevent relative rotation of the second end 364 relative to the secondretainer 348. The torque spring 360 include a plurality of coils 366extending helically between the first 362 and second 364 ends. Thetorque spring 360 isolates the driven shaft 314 from vibrationsassociated with the rotation of the drive shaft 312 or vice versa.

The invention has been described in an illustrative manner, and it is tobe understood that the terminology, which has been used, is intended tobe in the nature of words of description rather than of limitation. Manymodifications and variations of the present invention are possible inlight of the above teachings. It is, therefore, to be understood thatwithin the scope of the appended claims, the invention may be practicedother than as specifically described.

1. A flexible coupling assembly for interconnecting an output shaft andan input shaft, said flexible coupling assembly comprising: a first hubconfigured to mount to the input shaft for rotation therewith; a secondhub configured to mount to the output shaft for rotation therewith; aflexible element interconnecting said first and second hubs fortransferring rotational torque between said first and second hubs whilecontinuously compensating for axial misalignment between said first andsecond hubs; a first retainer disposed within a first annular slot ofsaid first hub, a first end of said flexible element seated within saidfirst retainer; and a second retainer disposed within a second annularslot of said second hub, a second end of said flexible element seatedwithin said second retainer, said retainers each configured to limitradial deflection of said flexible element during rotation of saidflexible coupling assembly; wherein said first retainer is fixedlysecured to said first hub and configured with a helical ramp to receivesaid first end of said flexible element and said second retainer isfixedly secured to said second hub and configured with a helical ramp toreceive said second end of said flexible element.
 2. A flexible couplingassembly as set forth in claim 1, wherein said flexible element is atorque spring having a plurality of coils.